And charles peetxr



July 31, 1923. 1 Re. 15,664

E. H. OLSON ET AL- AUTOMATIC TRAIN CONTROLLING APPARA'i'iJs Original Filed Fat; 5, 1918 4 Shoets-Sheab INVENTORS r ATTORNEY E. H. OLSON ET AL AUTOMATIC TRAIN CONTROLLING APPARATUS Original Filed Feb. 5, 191i- 4 shah-sheet 5 6. UL so/v Jib. [Mi/r- Z ,5 #5515 my, 6. P54 r55 IN VEN TOR, '7 ATTOR YS. I

v July 31, 1923,

3 Re 15,664 E. H. OLSON ET AL AUTOMATIC TRAIN CONTROLLING APPARATUS Original Fild Feb. 5, 1918 '4 sn u-shwtl 3 j Y INVENTOR.

A TTORNEYS.

i j m l a i The invention has fora still further. object- "Reissued July 31, 1923.

, w wnsmemom'un cnannnsrnnmn, or cement CITY, oa'mom I "iwonm T 1m: 2;vzone-1mentice erasures Twill whomiit mug cconcern:

.JA Grannies Pnrrnmjfcitiz'ens ,f'of 'the United States, the first three named residing et lVallaJVelle, in the county of Talia Walla, State of ll nshington, and the last named at Oreqon City, county of'Clacktate {oi (firegbn, have invented a new and useful Automatic. TraimControlling :Apparatns, of which the following is a specification; T

The presentinve-nt ion relates to atrain controlling "apparatus, and aims to provide a novel-and i'rnproveclh parat-usfof thet "character for automatica 1y arresting the f novement of the train or vehicle when it enters or occupies a block, "occupied; by another, train or: which is otherwise rendered dangerous the apparatusbeing o 'erableffor 'shntting off the motive powero thetr ain and opening the breke pipe to the atmosphere, so that the brakes will; be 'app'lietlg A] fl' flh rbj of th -"i ven i c is'fih cprovisionpofc'novel means for bringin" the apparatns into operation automatical y in case of emergency. l

, fiirtherobj ectofi,theinvention is the provision; of meanswhereby the engineer or operator can, after the automatic stopping means. hjas o eratedtprooeed withjhis-hand Qon" the'thrott e lever or other o-peratingm'ember controlling the power; thereby; enabling the vehicle Ont-rain to proceedwith caution, so that it can'b e stopped quickly if neceshe ra es g 31 3" he provisions "of "novelffme'ans forepplying that changesin thepre'oise: e bociimentfof the invention herein disclosed can he made Withinthe scopeof what isclainieol without .jde 'artmg from thespi'rit of the, invention. he invention is illustrated in the accoxn- F re lia e i g e me e iiew, oi he i changing switch;

Fi .5 is asection on the line" 545 (if Fig. 6 1s a j lview in diagram illustrating th'e manner in which two trains c o-operate linder thesystexn disclosed in this application.

amc sr; j

" [Bowman-1n, omen, JAIES 0. 11. cmaxQ-nm'mi B. xmLEY, or WALLAY-WAILIJA,

ig. 3 is a section. on the line 33 of In carry ng out theinvention it must be 1 nnderstood that the track is divided into the 1 181131 Well understood blocks, (not shown) each of which is insulated from the adjoin:

'ing block for protection purposesv in the usual manner, andthat actionof the device ;oocurs"only Within the confines of a single 'IbI k 'therefOre in conformity to this, the [tracks shown'and'represented in the drawwillconstitn'te'a portion of a single jhlock The protected Portion" o r"bloc k of the track isprovided "wlth an'insnleted subrail l, which obviously,may be positioned either on 'one side of the rails or intermediate thereof, as shown inFigs. 1 and 6respec- A tively, angithe present apparatus is designed to he nonnted preferably'in the cab of a locomot-ive; and to be brought into operation when the rail '1 '[is grounded to the track T,

a s'by thepresence of one or more trains in the block, in additionto another-train traveling within or'entering the, block, the

presence of anothertrain at a,v crossing, the

opening of a side track switch, the washing A contact or collector wheel 2 travels on therail 1, being carried by a hanger' 3015 any suitable sort. carried-"by the trainend insnlet'ed therefrom.

The 1 nunuarel 4 designates the throttle lever iwhe :ee de de Pe wn m no out or injury to e bri clr re; in the block, or'the i a o I I like i n amanner tobehere'inafter explainedQ' ,,ja 'steam'loeomotive for controlling the flow'of stea m to the cylinders, but such part can be taken toftyify any controlling or l or the power or-rnotive he throttle lever 4 swings adjacent ion by a link 7 with a release lever8 pivoted to the lever 4 and-bextendingjto thehandle thereof, whereby the lever 8 can'be grasped by the hand and moved toward the handle of the lever 4to retract" the pawl 6, and ermit the throttle'lever 4 to be returne to starting position to shut off the power.

In using the present apparatus, aspringQ is connected to the lever 4 and tends to return the same to 'sta rting position," and will do so when the-pawl 6' is disengaged from the segment to release the lever 4.

'A solenoid 10 is ,carried by"th'e throttle lever 4 and its core 11 is connectedtoia leve r 12fu'lcrumed to the lever 4 and connected ,to; the link 7, whereby when the solenoid 10 is energized to attract the core a 6, the switches13: and14 willbe opened. Said switches, however, are normally closed in whiclravalve 21 oscillates, the casing [switches are connected by a link 17 or otherwise with the releasing lever 8, whereby when said lever 8 is held against the tension of the spring 8, t retract thejpawl when thelever 8is released, so} aswto be moved away from the throttle lever handle by the spring 8; y

The numeral 19 designatesthe brake 01 train ,pipe which is normally charged with compressed air or pressure'fiuid to release the brakes, the pipe19 beingprovided with a branch 20 connected to afvalve caeing21 21 having a port 22 opening mm the atmosphere, as seen inf Fig. The valve stem 23 of said valve has anfarm 24fto which a spring 25' is connected, thereby to v, normally turn said valve to closed position and preventing the escape of air at the valve.

a In order to oscillatethevalve 21, there is provided an electric motor 126 having se cured to .its armature shaft, a gear wheel .27. nrieshingv with a largergearwheel 28 to which a connecting rod,f29 is connected. Sa d connecting rod is inturn connected to the arm 24 of the,valve,jsaid' arm being .providedwith apertures 30 for the/adjust able connection of the connecting rod,

whereby' to regulate the amountof oscillatory movement. of the valve 21'. YVhen the motoris in operation, same will rotate the gear wheels 27-28 to reciprocate the connecting rod 29 and oscillate ;-the arm 24 and the valve 21, thus opening andclosing the valve to gradually bleed the air from 62 (see Fig. 4)

the brake 'pipe, and apply the brakes grad uniy; thereby'providin'g a service" application thereof. The amount of oscillation of thevalve 21 will control the amount that the valve is opened, and will therefore regulate the-escape of air from the brake pipe.

, One terminal of the motor 26 is connected by a conductor 31 with a switch 32 normally removed from its contact 33, said contact "being connected by'a conductor 34 with one pole of a battery 35 or other suitable source of electrical energy having its other-pole connected by a conductor 36 with the other terminal of the motor 26, in order that when the switch 32 is closed, themotor 26 will operate to oscillate the valve 21. The first mentioned terminal of the motor 26 is likewise i connected with the. switch 32 througha branch circuit,'which includes a, I

conductor 45, electro-magnet 44, conductor 48, switch 13, contact terminal 15, conductor 47, solenoid 10 and conductor 46.

The closing of the switch 32 is controlled by a solenoid .37, the core 38 of which is connected by a link 39 with the switch 32,

in order that when the solenoid is ener-u gized to pull the core 38 into it, the 'switch 32 will be closed. One terminal bf the solenoid 37 *is connected by a conductor 40 with the contact 16which turn is connected through the switch 14, conductor 63 binding post '53, strip 52, binding post '54, conductor 64 and conductor 36 with one pole of the battery 35. The core 38, has'a stem or portion41 to be engaged by an armature catch42 provided with a spring 43. which normally removes the catch 42 from the stem 41.' An elect'ro-magnet 44 is arranged to attract the armature catch 42 and hold it in engagement with the stem 41 xco when the core 38 is moved into-the solenoids 37toclose the switch'32i I v v V Apole changer or pole changing switch- 49 is provided, the same embodying a rotatable disk 50 having embedded therein the com'plementa ry arcuatestrips 51 and 52, the disk '50 being of insulating material.

our equifdistant binding posts, 53, 54, '55 and 56 are. arranged to be engaged in succession by the strips 51- 52, the brushes having the spring pressed brush elements,

bearing 'against .the face of the disk to engage said strips; The disk 50 is disposed" within a casing embodying the s ectionl57 and cap 58, (see Fig. 4) the (section 57 having catches 59 (see Fig. 5) to hold the cap 58 in. place, but enabling it tote removedfifor examination or repairs; The disk50ihas astub shaft 6'0 (see Fig; 5);extending "out of the section. 57 and driven by steam from the locomotive, or by any other suitable, engine or prime mover, 'Whereby'the disk 50 will be rotated. The

binding post 53 is connected by a oonductor connected to a turbine-'61 which may be, 7

' 36"fand corresponding pole of thefbattery,

the rail 1 and ground, ithesole'noid 37 is normally d'e-energized and the switch: 32

occupied and entered "by asecond train. it is "evident that th'e 'circuit of the solenoid-,3?- of the entering train will be-closed between" esggnding pole of .the'battery.

v 1mm ease the switch 14;?the' binding -post-fil isconne'cted by aconductorfie'with the conductor 36 and: the corresponding pole o the battery 35v;uthe binding post t-connested by a conductor '65; to the ground i and the binding post56=is connectedby a conductor;

'with the conductor 34nd corthe conductor-40 isfoonne'cted; i That terminal of the solenoid 10 opposite-to the-one to which'the conductor 46 isoonnected is con- .nected by a conductor '68 with-the conductor and the rotary disk- 50, is connected to the same pole of ther batter-y" by means; or the bindinz post fi and conductor 1 '64. J The purpose of interposing the a conductor 68 j is toesta-hlisha branch circuit which will opw crate the solenoid 10 and release the throt-.

tie lever even-though current fails to flow through the 'Inain'.v circuit byway-i of the motor- 26. q x

t: n is preferable cheese the vat/21,.

motor 26, switch? 32. a and "corresponding i 'phrts'within a casing 69 to'exclude dust, and

foreign. matter, and the operating mecha} ni'sr'n between the motor 26 and valve 21 is g referably inclosed in "the housing .i'gfl). 1

.,. 1When-a "trainWenters, :is standing, or

travels Within. a clear-block, the circuit of the solenoid 37 isalways openedbetween ed by; its spring 32", thus opening the circuits of the motor. 1 26. electro-m a'gnet 44 and solenoid l0.- Now, should the block be therailil 'and ground by the secondtrain completing I 'thusiproviding for the flow of current over aecompleted circuityor the flow ot current throughthe' circuit ofwsolenoids 37-z of the trains can he established by the grounding of the rail 1 in any other manner; such "asby the presence ofranother trainat a crossing,

"the-damage or destruction of a bridge in the block, or thelikeQ Atfany rate, supposing that the rail, 1" is grounded, this will complete a circuit including the solenoid 37 a and pole changer 49 onxeach train said oole changer serving to reverse the flow 1 of current intermittently. wherein to assureof the flow of current inalternate directions. The

'pole changer-4 9 ms: above stated consists-of a iirot'atable disc 50; attached "to a. turbine elu- 6'1 which'=':1'eceives its energy from the boiler "(not shown): of the. locomotive ,thnm'gh a. pipe-61'. communicating ."wit-h" the engine, by which means the disc 50 is ro-f colleot'r [heel 2 's connectedby'iaf conductor 67 with that-terminal ofthe Sole? lioid 37 opposite tojfthe"terminal to which aheadl I a v v I v i-In all three cases the polarity is identical the [circuit of the first train,

tated,".the velocity of the disc depending on the steam pressure, throttle opening, frie tion, etc.i t.Aslthe steam ,pressure,- throttle -opening,friction,'etc., 'orany one, will vary the velocity of the .pole changer .on any two engines, andfas perfect synchronism in two; moving 'partslc a n obtainonly by direct connect ion or precise regulation, it is obvious thattwo pole changers, acting under these v variable conditions], will act ;at variance with, each'other, with possibly a' small fraction of time during which 1' they would momentarily function identically. v I i a By this arrangement the pole changer on one train; continually reverses the current on v that train :and practically constantlypres sent'sa path for the flow of. current whose direction? is continuous through "another, train within the block. t

This means is; essential 'to the operation of the inventionowing to a peculiar condition twhic'h :existshnd which will U be explainedebyvreferring to the diagram in Fi ,6 in which 'X' represents a. standing train. (it makes no difference, however, whether a train be standing-or in motion as regards the pole, changer for the turbine operates continuously without regard to the trainsmotion and the action 0f the battery is like- ,wisefindependent of the motion of the train) Y isa'n' approachin train fron the rear; and Z is an approaching train from withthe direction or flow being .from the positive side of the battery through the collector-wheel to the sub-rail, and it is obvious .th'atunless the polarity of one train were changed the direction of iflow of any two trains would cause'the two circuits to intercept on the conductor (in this case the subrail) and one circuit'wouldcounteract the 'efiect-ofthe othenwi But byv'changing the polarity-as inthe diagram W anddesignating this'as one'train with Z as (another the Ifiow will herefrom the positiveside of the bat- .teryn35'to binding post 54:, to binding post 53, to the wheels 1000f thefirst mentioned train, to trackT, to the. wheels 1010f the i second mentioned train, toibinding post 53"-,

to bindingpo'st 56. to negative side of the 'battery 35. through the battery to bind 'ing post 54, to binding post 5 5, to collector wheel 2?, "through sub-rail l to collector 5:6, tobattery 35 thereby compl'etingthe circuit,- Thus we have a continuously operatingpole changer which operates tocomplete a circuit between "twohtrainsf. from either onesof-the trains. This-assures of the y ,energizationoflthesolenoid- 37 of each train to e/heck :themovement of the train." Thus with-,themole changer, 459- in the position shown in Fig. l the circuit oi solenoid 37 includes the conductor 40, contact 16, switch go" t wheel 2. to binding post 55,,to binding post current, and such reversalis continued inter- 1 14, conductor 63, binding post- 53, strip 52, binding post 54, conductor 64,;battery 35, conductor '66, brush'56, strip 51, binding post 55, conductor 65, ground, circuit of other train, or other means bridging the ground and rail 1,, collector wheel,.2,- anda conductor 67. VVhenthe disk 'has turned, the strip 51 bridges binding posts 54 and 55, and the strip 52 will :bridge binding posts 53 and 56, thus reversing 'theaflow'of current through the solenoid 37. Thus, instead of the current flowing from the conductor 63 to the conductor 65*as aboveindicated, it will flow along the conductor 64, the binding post 54*, strip 51, binding post 55, conductor '65 toground, the circuitot the train in advance rail 1, wheel 2,-c0nductor' 67, solenoid 37, conductor '40, contact 16,switch 14, conductor 63, bindingpo'st 53, strip 52,

binding post 56," conductor 66 to'thebatte ry Obviously this will reverse the flow of n ittently to assure of the energizationbf the solenoid 37, if only momentarily, but thisis' sufficient to draw the core 38 into the solenoid andclose the switch 32. The

solenoid 37 is a neutral solenoid and functions principally to operate the solenoid 10. The moment that the switch 32 is-closed, it will closethe circuit of magnet 44, which holds the catch 42 in engagement with the stem 41 thereby holding the switch-32 closed." Closing the switch 32 establishes the following circuits: Current will 'flow from one pole of the battery 35 and divide between the conductors 36 and 68." That portion of the current flowing through the conductor 36 will pass through motor 26, conductor 31, and again divide, a portion going through switch 32"and'conductor 34 "to the battery 35; the other portion flowing'through con:

ductor""45, electro-m agnet 44, conductor 48,.

switch 13. contact 15, conductor '47, solenoid 10, conductor 46,, switch 32, and {conductor '34 to the battery 35. -That portion of :the

current flowing through conductor 68 will pass through solenoid 10, conductor 46, switch 32, contact 33 and conductor 34 to the battery 35. The closure-of the'motor circuit rotatesthe motor26 to oscillate the vah'e 21 and allow the air to gradually 'e'scane from the/brake pipes to apply the brakes and prevent the train from coasting too far, and also energizes-the solenoid 10 to draw the core 11 into it.,and release the throttle lever 4 by withdrawing the pawl 6 from the segnient 5 so that the spring 9 will return the throttle lever to initial position. to shut bit the. power'which propels'the vehicle or train.-

' Should the engineer or operator desire to proceed underfcaution conditions. by grasp- *ing the lever 8 andhandle of the throttle lever 4, and moving the lever 8 toward the throttle lever handle; this will not only reis claimed as new is 'magnet 44 as above indicated,= .-and said switch in being 'opened,.will open the circuit of sadmagnet, thereby releasing the catch 42 Whichi'vill-in'turn release thejficore 38, so

that the spring 32 will .open theWswitch'3-2.

The'circuit :ofthe solenoid 37- isiopened by the opening of theswitch 14 and theswitch 32 being opened, will "open allthree circuits thereof, and the switch 14 being opened by the lever 8, .the circuit of solenoid 37 will remainopen, 'so that said solenoid cannot be energized as long'asthe switch 14 is opened,

even though danger conditions exist. :1 :The motor 26 being stopped will; result inthe valve 21 being-closed bygthe spring 25,

wherebytherair "will accumulate in the brake systemto release'the brakes, andthe opera i tor now having control of the power, can

proceed with-cautiomhis hand being' on the throttle lever andreleasingelever 8, in order that the power can be shut. off immediately when necessary, it being noted that when'the lever-8 is held to open the switches 13 and '14, this removes the pawl 6 =fr'om the segment 5, so that the spring 9, tends, to, return the lever; The operator must therefore exert continued force to. preventthe spring 9 from returning the throttle lever,- when running under cautlon conditions, thus'preventing the engineer from beingQnegIectful, ffor otherwise the train will again be stopped.

the-invention, what Having thus described 1. "In a train controlling apparatus, coinpressed'air brake pipe, a valve for control-- ling the-release of the air within the airv brake pipe, an electric-circuit, a motor in saide'lec- I tric circuit, an eccentric. operated by the Inc-- tor, said eccentric having connection with the valve for intermittently operating the: valve to gradually release the air in the, air brake pipe, and means for adjusting theconnection between the eccentric and valve-to regulate the movement of the valve. 1 1 l 2.: Ina train controllingapparatus, a'conipressed air-brake pipe, a valve .for controlling. the release of air within the airbrake pipe, an electric circuit, "a motor in' said elcctric circuit for controllingmovement ,of the valve, a magnet including a catch, for co-ntrollingthe opcratiodof the motor,a

switch member for controlling-the circuit vto E the magnet, a solenoid having connection with the switch for" moving thesame into and out of operatiomsaid solenoid'including a catch, the firstmentionedcatch adapted to engage the se'cond mentioned catch -tolock the switch member'in its operative position. 3.. In a train: controllingapparatus, in combination, a compressedair brake pipe, -=a

valve for controlling the releasewof theair M Within the air brake pipe, an electric circuit,

a continuous'operating rotating pole changer in said circuit, steam actuated means for driving said pole changer, a motor in said electric circuit, aneccentl ic operated the moto1',.sa1d eccentric having connection'with the valve for intermittently operating the "valve to g raduallyfrelease the air in the air v brake pipe, and means for adjustingthe conmotion between the eccentric and Yvalve to 10 I i regulate the movement of the Valve.

In testimony that we claim the foregoing natures. H EDWVARD H. OLSON;

JAMEscH. CLARK. MERL B. MEALEY CHARLES PELTER; 

